Electric engine-starter



APPucAnn FILED 650. H. 1917,

2 SHEETSSHEET I v INVENTOR ATTO' EYS Patented Feb. 10,1920.

G. W. WACKER. ELECTRIC meme STARTER. APPLICATION HLEQ DEC. I4. 19!].

. Patnted Feb. 10,1920.

2 SHEETSSHEET 2.

'INVENTOR [ATTQRNEY GEORGE W. 'WACKER, 0F RUTI-IEBFOBD, NEW JEESEY,ASfiIGNOR Tr) NATIONAL CARBON COMPANY, II'TG, OF NEW YORK, N. '35., ACORPORATION OF KEV. YOKK.

ELECTRIC nnenvli-s'mnrnn.

ean er.

Specification of Letters Patent.

Patented Feb it Application filed December 1%,1917. Serial No. 207,098.

To all whom it may concern:

Be it known that I, Gannon \V. Hence, a citizen ot' the United States,residing at Rutherford, county of Bergen, State of New Jersey, haveinvented a certain new and useful Improvement in ElectricI'lnginc-Startof which the following is specification, reference beinghad therein to the accompanying drawings, forming part thereof.

My invention relates to electric enginestarting apparatus of thattype inwhich a. dynamo electric machine is arranged to be connected to theengine shaft for effecting an enginerranking operation through a set ofspeed reducing gearing and an automatically acting one-Way orunidirectional clutch, and in which when the engine starts and becomesself-actuating at an accelerated speed this automatic clutchdiscontinues the operation of the gearing and another auto-.

matically acting one-Way or unidirectional clutch connects the engineshaft to the dynamo electric machine tor operating the latter as agenerator without the operation of the gearing. An early example or":this type oi engineestartint apparatus is disclosed in the patent. toClyde J. (jolen'ia'nl No. 745,157 of November 24, 1903, tor means foroperating motor vehicles; and a later and highly developed example ofthis type of engine-starting apparatus is disclosed in the patent oiHenry Gibson. ONeill, No. 1,315,790. dated September 9, 1919, forelectrical engine-starting apparatus, for which the application wasfiled September 21st, 1915. It'iy present inventlon is an improvementupon or i'urthor development of the electri is] enginestarting apparatusdisclosed in the above noted patent of Henry Gibson ONeill.

It is commonly recognized in the art that some provision must be made toprevent the starting apparatus from being damaged or broken by reason ofthe reverse operation of the engine, or as it is commonly called, backfiringL Heretofore in some cases as a measure of protection, a back fireclutch has been interposed in the connections between the startingapparatus and the engine, but in view of the fact that such engineconnections are subjected to a heavy torque, particularly in theengine-starting operation, it is neces:

sary that a back fire clutch in this locationhas been found Iiablo togetout of Working condition, and also in such cases this back fireclutch hast-o be provided as a separate piece of mechanism, therebyadding considerablyto the expense oil? manufacture. In

other cases heretofore, safety has been sought.

in the provision of some means for compelling the spark advancing andretarding (le- I vice of the engine to be moved to the retardtar-(ledspark condition when it is supposed to do so and thus the partlyadvanced sparl will sometimes cause a back fire 1n the engine. Also ithas been found that no some the automatic safety means provided forretarding the spark and will purposely advance the spark so as to makethe starting operation easier by reason of the fact that with anadvanced spark the charge will be under greater compression "when theignition spark is produced. My invention permits other safety means tobe dispensed with, or it may be employed in conjunction there with, asdesired.

In an electrical enginrestartingapparatus of the type above notedemploying gear ng and two automatically acting one-Way clutches. whenthe engine back fires or reverses its operation both of thes clutcheswill become locked, thereby throwing a very excessive strain upon theengine-cranking mechanism, and it hasbeen found in practice that damageand breakage con'unonly result, and in the e'me'inewtarting apparatusthe one-Way clutch through which the dynamo electric machine is i-Pitch.by engine as a. generator.

An object of any invention a simple, compact and inexpensi clutch builtinto and combined with the .cases a' driver or chauffeur will disregardmechanism of the engine-starting apparatus, and particularly in theenginestarting apparatus substantially as disclosed in the above notedpatent of vHenry Gibson ONeill. Other objects and advantages of myinvention will hereinafter appear.

In accordance with my present invention a back fire clutch isincorporated into and forms a part of the engine-starting apparatus, andis so arranged that the only strain or torque to which it is subjectedis that of driving the dynamo electric machine as a generator, not beingin use at all in the engine-starting operation, thereby permit-- ting ofa small, compact and inexpensive construction of this part of theapparatus. In carrying out my invention a back fire clutch such as afriction clutch is combined with one of the automatically acting unidirection clutches in an electric engine-starting apparatus of the typeabove noted, and more particularly with the automatic oneway clutchthrough which the dynamo electric machine is driven as a generator fromthe engine. My invention includes in this connection various features ofconstruction and combinations of parts, as will appear from thefollowing description.

I shall now describe the electric enginestarter embodying my inventionillustrated in the accompanying drawings and shall thereafter point outmy invention in claims.

Figure 1 is a vertical longitudinal section of the electricengine-starter shown in attached position on a motor vehicle as Viewedfrom the right side thereof.

Fig. 2 is a slightly reduced partial transverse section on planesindicated by the offset line 22 of Fig. 1 as viewed from the right.

Fig. 3 is a side elevation as viewed from the left in Fig. 2 with partsomitted.

Fig. 4 is a slightly reduced transverse section on a plane indicated bythe line 4-4 of Fig. 1 as viewed from the left.

Fig. 5 is a similar section indicated by the line -'5-5.

Fig. 6 is a greatly enlarged perspective View of a clutch memberhereinafter described.

Fig. 7 is a similar view of another clutch member which is cooperativewith that appearing in Fig. 6.

Fig. 8 is an elevation of these cooperative clutch members incooperative relation in the position 'inwhich they appear as viewed inFig. 5. 1

Fig. 9 is a diagrammatic representation of the electric circuits andengine-starting apparatus.

In the electric engine-starter illustrated in the accompanying drawings,the back fire clutch as a feature of my invention is in corporated inand combined with the mechanism of the engine-starting apparatus, and

is shown as combined with an automatically acting one-way orunidirectional clutch through which driving power is transmitted from anengine connected member to the armature of a dynamo electric machine foroperating such machine as a generator. An expanding split friction ring1 of suitable resilient material such as steel, and having separated orspaced ends as shown in the drawings, is adapted to expand within andfrictionally engage the smooth inner ann'ular surface or cylindricalbore of an intermediate clutch member or canj rgring 2 within which theexpanding resilient split ring 1 forms an inner clutch member, thefrictional engagement between the inner and intermediate clutch members1 and 2 being sufficient for the normal operation of driving the dynamoelectric machine as a generator, as will presently appear, but thesefrictionally engaged clutch members 1 and 2 are adapted to yieldrotatively and slip relatively to each other under an'exccssive strainor torque which might endanger any part ofthe apparatus.

A flanged outer clutch memberor clutch ring 3 surrounds the intermediateclutch member or cam ring 2 and forms therewith an automatically actingunidirectional or one-way clutch, a gripping roller or clutch roller 4being interposed between the intermediate and the outer clutch members 2and 3, and being shown as resiliently pressed toward the engagingposition by a small cou'ipression spring An operating stud 6 is locatedbetween the spaced or separated ends of the expanding spring frictionring 1 and projects from and is shown as a lug formed integral with theforward part of a two-part gearing carrier 7, the two parts of which arefirmly secured together by means of four rivets 8 and two dowel pins 9appearing in Fig. 4. The rear part of the gearing carrier 7 has arearwardly projecting boss or hub which, as appears in Fig. 1, is fixedupon the rear end of an cngine connected starter shaft 10. The outerclutch member or clutch ring 3 at its for ward side is provided with ahub which is fixed upon a tubular armature shaft 11 which is looselyjournaled upon the starter shaft 10, as appears in Fig. 1. The splitclutch ring 1 which frictionally engages within the cylindrical bore ofthe clutch cam' 2 fits loosely around the tubular armature shaft 11, forfree relative rotation of the armature shaft 11 in the split clutch ring1.

The tubular armature shaft- 11 has gear teeth thereon at its rear endforming a pinion which engages with a pair of plan etary spur pinions 12journaled by means of bushings, as shown in the drawings, on bearingpins 13 in the gearing carrier 7. The gearing carrier 7 peripherallysupports and is rotative relatively to a combined gear ring and ratchetring 14 having internal gear teeth engaged by the planetary pinions 12,and this gear ring 14 is provided with peripheral ratchet teeth adaptedto be engaged by a pivoted clutch pawl 15 forming therewith anautomatically acting unidirectional or one-way clutch for holding thegear-ring 14 stationary during an enginestarting or engine-crankingoperation. The clutch pawl 15 is pivoted on a bearing pin 16 which issupported by a flanged stationary frame 17, and this clutch pawl 15 iselectrically controlled, as will hereinafter appear, so that during theoperation of the dynamo electric machine as a generator itwill notrattle or knock against the ratchet teeth of the gear ring 14.

The starter shaft 10 is journaled at its front end in bearings in afront yoke or frame 18, and at its rear end is similarly ,journaled inhearings in a rear casing part orhousing 19. A. cylindrical shellforming a magnetizable magnet frame 1s interposed between the front yoke18 and the rear housing.19, and the front yoke 18 and magnet frame 20are shown as supported upon the housing 19 by means of two upper longerbolts 21 and two lower shorter bolts 22, as appears in the drawings. Themagnet frame 20 carries inwardly projecting usual pole pieces 23 uponwhich are the field coils, shown as a series winding 24 and a shuntwinding 25, as appears in Fi 9 more particularly. The tubular armatureshaft 11 has fixed thereon a rotative armature 26. The starter shaft 10at its'irear end is rotatively coupled to the engine shaft 27 by meansof a short intermediate coupling shaft 28 and a spring-presssed couplingsleeve 2!), the spring 30 for which surrounds the coupling shaft 28,appears in Fig. 1.

The clutch pawl 15 which cooperates with the ratchet teeth of the gearring 7 is electri cally controlled by means of a solenoid having a coil31 and a magnetic field frame or yoke shown as formed in one piece withthe flanged supporting frame 17 which is attached to and supported bythe housing 19. The solenoid is shown as arranged diagonally or at anangle in the lower part of the housing 19 at the right side thereof asviewed from the rear, as appears in F i 4. A movable solenoid core orplunger is adapted to be magnetically drawn upward into the coil 31, andis retracted by means of a coiled thrust spring 34. At its upper end themagnetic core or solenoid plunger 33 is provided with av rigidlyprojecting nonmagnetic extension or connecting rod 35 for operating theclutch pawl 15. When the solenoid coil31 is energized the clutch pawl 15is moved to the engaging position by the operating rod 35 through theintermediary of a sheet metal clip or yoke 36 and an interposed coiledspring 37 which forms a resilient yielding connection, and the pivotedpawl 15 is moved to the free or disengaged position directly by the clipor yoke 36, which is pivoted on the bearing pin 16 of the clutch pawl 15and has a free projecting end which enters a hole or opening in one sideof the connecting rod or operating rod 35. as appears in Fig. -lof thedrawings, this disengaging movement of the clutch pawl 15 being impartedby the plunger-retracting spring 31 when the solenoid coil 31 is deinergized, as will be readily understood. The solenoid coil 31 is in anenergized condition during an engine-cranking operation, the dynamoelectric machine being then operated as a motor, and is in a deiiner}gized condition during the time that the dynamo electric machine isoperated as a generator. as will presently appear.

In the particular construction of electric enginestarter illustrated inthe drawings thesolenoid having the coil 31 also acts a relay forcontrolling the electric circuits of the dynamo electric machine in itsoperation as a motor for cranking the engine or as a generator. At itsouter or projecting lower end beyond the thrust spring 34 the solenoidplunger 33 carries a switch blade 2-38 shown as made up of severalleaves or parts and which, as indicated in the drawings, is insulatedfrom the solenoid plunger 33. In the retracted position of the solenoidplunger 33', as appears in Figs. 4 and 9 of the drawings, the switchblade 38 will form an electrical connection between a pair of 100contact plates 3!) mounted upon and insu lated from a support or basewhich is secured to the magnet frame 32, these contact plates 3.)forming part of the generating circuit of the dynamo electric machine as105 will presently appear. When the solenoid coil 31 is energized theswitch blade 38 will move away from the contact plates 35 therebybreaking the generating circuit, and

will make electrical connection between a 1 pair of contact blocks 41insulated from the contact plates 3!.) and also insulated'from thesupporting plate 40 upon which they are mounted. these contact blocks 41formthe dynamo electric machine operated as a motor as will presentlyappear.

- Reference will now be had to Fig. 9 illustrating the electriccircuits, which are shown as of the single wire or grounded type. 0

When the dynamo electric machine is operated as a generator, there is acircuit which includes a grounded connection or conductor 42, thearmature 26, the series field winding 24, a conductor 43, the upper orleft contact 125 block 11, a conductor 14, a current regulat ing device45, which may be of any suitable construction, as is well understoodinthe art, a conductor 46, the lower or right contactblock 41, and a lineconductor or main con- 130 mg a part of the engine-cranking circuit ofductor 17 to a storage battery 48 having a ground connection 4 9, thisbeing the armae ture and series field circuit of the dynamo electricmachine operated as a generator. The shunt circuit includes a conductor50 connected to the ground lead 42, the shunt winding 25, a conductor51, the upper or left contact plate 39, the switch blade 38, the loweror right contact plate 39, a conductor 52, the current regulator 45, andthe conductor 46 and other above described connections to the battery-18. A lighting circuit 53 is shown as connected to the main conductor47 and has therein a usual switch 54.

For operating the dynamo electric machine as a motor to effect anengine-cranking operation, the solenoid coil 31 is energized andoperates to move the pivoted pawl 15 into engagement with the peripheralratchet teeth of the gear ring 14, and also operates to move the switchblade 38 out of contact with the contact plates 39 and into contact withthe contact blocks 4-1. The energizing circuit of the solenoid coil 31includes a conductor 55 connected to the main conductor 47, and aconductor 56 adapted to be connected to a ground lead 57 by means of astarting switch 58.

The operation of the electric enginestarter of my invention will now bemore particularly noted and described. When the.

dynamo electric machine is operated as a motor to crank the engine, thepawl 15 is in engagement with the peripheral ratchet teeth of the gearring 14-, forming therewith an automatically acting one-way orunidirectional clutch, and as the armature 26 and its tubular shaft 11rotate in a counterclockwise direction as viewed from the left in Fig.1, and as seen in Figs. 4 and 5, it will be evident that a clockwisetorque impulse will be in'iparted to the gear ring 14, but this gearring will be held against rotation by the engaged clutch pawl 15, sothat the counter-clockwise rotation of the armature shaft 11 through thepinions 12 will impart rotation in the same or c )unter-clockwise direction to the gearing carrier 7 at a reduced rate, Which will betransmitted through the starter shaft 10, coupling shaft 28, andcoupling 29 to the engine shaft 27 for rotating the latter to start theengine.

It is now to be noted that in the enginecranking operation the a rmature2G and the engine connected gearing carrier 7 are both rotating in thesame direction, but that the armature '26 together with its shaft 11 andthe outer clutch member 3 rotates at' a much higher rate of speed thandoes thle gearing carrier 7, which through its projecting lug 6 and thesplit friction ring 1 carries the intermediate clutch member or. clutchcam 2.

In View of this more rapid rotation of the outer clutch member 3 inrelation to the in termediate cam ring 2, the interposed gri ipingroller 4 will be in a disengaged cont ition, and the outer clutch memberor clutch ring 3 will rotate freely upon and relatively to the moreslowly moving intermediate clutch member or clutch cam 2 which willrotate at the same rate as the gearing carrier 7 without any slippingtaking place between the split friction ring 1 and the clutch cam 2which it frictionally engages, as hereinbefore described.

It will now be clear that in the enginecranking operation the engineshaft 27 will be rotated at a reduced rate from the armature shaft 11through the planetary gearing, the automatically acting one-way clutchprovided by the ratchet teeth on the gear ring 1-1 and the automaticallycontrolled clutch pawl 15, and that all parts of the other automaticallyacting unidirectional clutch comprising the outer clutch member 3 andintermediate clutch member or clutch cam 2 will be idle, as also will bethe frictional back fire clutch comprising the intermediate clutchmember or clutch cam 52, the split friction ring 1 and its operatingstud or lug 6 on the gearing carrier 7.

i-is soon as the engine starts and thereby through its own power becomeself-actuat ing, the rotative speed of the engine shaft 27 and connectedparts including the gearing carrier 7 will be accelerated and a reversalof torque impulse on the gear ring 14. will take place with the resultthat the gear ring 14 will partake of the rotation of the gearingcarrier 7 and the ratchet teeth of the gear ring 14 will disengage fromthe pawl 15 autmnatically. Also the accelerated speed of rotation of thegearing carrier 7 will be imparted to the intermediate clutch member orclutch cam 2 through the intermediary of the operating stud 6 andfriction ring 1, thereby causing the gripping roller 4: to engage withthe outer clutc member or clutch ring 3 which, as hereinbcfore noted, isfixed on the armature shaft 11, so that now after the engine has startedthe arn'iature 26 will be driven from the engine shaft 27 through theautomatically acting one-way clutch comprising the outer clutch ring 3and the clutch cam 2, and also through the back fire friction clutchcomprising the friction ring 1 and the intermediate clutch member 2, itbeing noted that the back fire clutch is combined with thisarmature-driring unidirectional clutch.

'lhc cugilie-starting switch 58 may now be opened to deenergize thesolenoid coil 31 whereby the spring 34 will retract the solenoid plunger33, thereby moving the free end of the pivoted clutch pawl 15 out of thepath of the peripheral ratchet teeth of the rotating gear rirg 1-l-. andalso concurrently opening the. engine-starting motor circuit and closingthe generating circuit as hereinbefore described. With the openagenerator, and in this energy generating operation the armature 26 willbe driven from the gearing carrier '1" through the projecting lug (3,split friction ring 1, intermediate clutch member 9, gripping roller 41and outer clutch member and in this connection it is to be noted thatthe expanding split friction ring 1 has a frictional engagement withtheintermediate clutch member sutlicient for thus operating the dynamoelectric machine as a generator Without slippage. W hen the splitfriction ring 1 is operated as above described to drive the armature 26in the operation of the dynamo electric machine as a generator, it is tobe noted that the pusher thrust of the operating stud 6 upon one of theends of this split ring 1 will have a tendency to further expand thering]. and thereby to increase the driving friction of this ring 1 uponthe cylindrical surface Within the intermediate clutch member :2.

However W8 will now suppose, occasionally l 0 "ens, that in tead of theengine starting in t re normal or iorward direction of rotation that itback fires or starts in n reverse o1 eat-ion of rotation. The engine so'powerful that the engine-starting torque of the armature 26, even. withthe leverage obtained through the speed reducing gearing, will beinsutlicient to resist the enormous torque of the engine, and in view ofthe fact that the clutch pawl 15 is in engagement with the peripheralratchet teeth of the gear ring 1. 1, and that in this reversed operationof the engine the torque upon the gearing carrier 7 will be in aclockwise direction, as viewed from the left in Fig. 1 and as appears inFigs. 4 and 5, the

clutch pawl 15 Will hold the gear ring 14 in a locked condition againstsuch rotation, and theresult will be that reversed rotation Will beimparted to the armature 26 through the planetary pinions 12 and thegear teeth which form the pinion upon the inner end of the armatureshaft 11. The stationarily locked gear ring 14, the planetary pinions l2and the pinion fdiined on. the armature shaft 11. constitute multiplyinggearing, through which the armature shaft 11 will be rotated in reversedirection at a higher rate of speed than the gearing carrier 7 isrotated in the same direction. clutch member or clutch ring 3 which isfixed upon the armature shaft 11 will now rotate in this reversedirection at a more rapid rate than the clutch cam or inter-- mediateclutch member 2 which is carried by the gearing carrier 7,.and by reasonof this differential or relative rotation the grip ping roller 4: willbe engaged and will lock the outer clutch member or clutch ring 3 to The outer.

the intermediate clutch member or clutch cam 2.

If the intermediate clutch member or clutch cam 2 were fixed upon orrigidly carried by the gearingcarrier 7 as has been the case heretoforein similar constructions, no relative rotation could then take placebetween the armature shaft 11 and the gear ing carrier 7, this being byreason of the outer clutch member being locked to the clutch cam 2; andin View of the fact, as above noted, that the gear ring 14 is locked ina stationary condition by the clutch pawl. 15, the engine shaft 27 andall of the'engine connected parts including the gearing carrier 7 wouldbe in a locked condition. Under such circumstances the engine-startingmechanism has proved unequal to the enormous strain developed by such areverse operation of the engine, with the result that breaka e has takenplace, and commonly heretofore the undirectional clutch corresponding tothe outer clutch ring and clutch cam 2, has been broken. However, in theoperation of my invention, when the intern'iediate clutch member orclutch cam l is locked to the outer clutch member 3 by the interposedgripping roller '1 as above described, the intcrn'iediato clutch memberor clutch cam will partake of the reversed rotation of the outer clutchmember-.3 and will slip upon the split friction ring 1, which throughits engagement with the lug 6 of the gearing carrier '2 is rotating inthe same reverse direction but at a lower rate of speed. The slippage ofthe clutch member 2 upon the friction ring 1 has been found eltectuallyto guard against and prevent the breaking of any part of thestartermechanism under such reverse operation or back firing of theengine.

It is obvious that various modifications may be made in the constructionshown in the drawings and above particularly described Within theprinciple and scope of my invention.

I claim:

1. In electric engine-starting apparatus in which a dynamo electricmachine is operated as a motor for effecting an engine-startingoperation through a set of speed reducing gearing and an automaticallyacting one- Way clutch and when the engine has started said clutchdiscontinues the operation of the gearing and the dynamo electricmachine is operated as a generator through another automatically actingone-Way clutch, the combination with one of said clutches of a yieldableclutch including a resiliently actingsplit friction ring arranged so asto permit the engine-starting and energy generating operations butadapted to yield Within a margin of safety so as to prevent breakage byreason of a back fire or reverse operation of the engine.

2. In an electric engine-starting apparatus comprising a dynamo electricmachine having a rotative armature, a planetary gearing carrier rotativeabout the same axis as the armature, a planetary gear ring concentricwith and relatively to which said gearing carrier and armature arerotative, an automatically acting driving clutch for connecting thegearing carrier to the armature for operating the dynamo electricmachine as a generator without the operation of the planetary gearing,and an automatically acting engine-starting clutch for locking theplanetary gear ring against rotation thereby to render the planetarygearing operative for starting the engine through the planetary gearingfrom the dynamo electric ma chine operatipg as a motor, characterized bysaid driving clutch including an outer member carried by said armatureand an intermediate member cooperative with said outer member, and incombination with a yieldable clutch including an expanding split ringlocated within and frictionally engaging said intermediate clutch memberand said split ring being connected to said gearing carrier.

3. The invention claimed in claim 2 in which said gearing carrier isconnected to said splitring of the yieldable clutch by means of a studor lug which projects from the gearing carrier between the spaced endsof said split ring.

4. An electric engine-starter having, in combination, a dynamo electricmachine having a rotative armature and armature shaft, a unidirectionalclutch having an outer member carried by said armature shaft and havingan intermediate member cooperative with and located concentricallywithin said outer member, an expanding split friction ring frictionallyfitting within said intermediate clutch member and forming therewith ayieldable friction clutch, and a rotative member having a driving lugextending between the spaced ends of the split ring of said frictionclutch.

5. The invention claimed in claim 4 in which said rotative drivingmember forms part of a planetary gear set through which by means of aunidirectional starting clutch the armature shaft of the motor isadapted to efiect an engine-starting operation.

(3. Clutching means for electrical enginestarting apparatus, suchclutching means comprising a one-way clutch including two members andyieldable clutchingmeans combined with one of said members and includinga resiliently acting split friction ring.

7. Clutching means for electric enginestarting apparatus comprising aunidirectional clutch having cooperative members one of which hastherein a bore forming an annular friction surface, a yieldable clutchhaving an expanding split friction ring frictionally engaging withinsaid bore, and operating means for said split ring including a studprojecting between its spaced ends.

8. Clutching means for electric enginestarting apparatus comprising aunidirectional clutch having cooperative. members one of which has anannular friction surface, a yieldable clutch having a resiliently actingsplit friction ring frictionally engaging said annular friction surface,and operating means for said split ring.

9. An electric engine-starter having, in combination, a dynamo electricmachine having a rotative armature and armature shaft, a unidirectionalclutch having a clutch member carried by said armature shaft and havinga second clutch member cooperative with said clutch member on thearmature shaft, a resiliently acting split friction ring frictionallyengaging with said second clutch member-and forming therewith ayieldable friction clutch, and a rotative engine connected memberconnected to the split ring of said friction clutch.

In testimony whereof, I have affixed my signature to this specification.

I, GEORGE W. WACKER.

